ENCLOSURE-III- PRE-FEASIBILITY REPORT

Transcription

1 ENCLOSURE-III- PRE-FEASIBILITY REPORT 19

2 PROJECT DESCRIPTION With a view to increase its religious tourism, the Department of Tourism, Government of Uttar Pradesh has identified three sites for development of ropeway facilities as a pilot project. One of those chosen sites is the Radha Rani temple at Barsana, Mathura. The ropeway will be built in one phase with its Upper Terminal Point at the west corner of the Radha Rani temple and the Lower Terminal Point at the forest land on the northern part of the foothills. The proposed Development of Ropeway shall be developed at Radha Rani temple, Banaras, Mathura by Shri Radha Rani Ropeways Pvt. Ltd. The proposed system to be installed will be Mono-Cable Pulsed Gondola System. The alignment will be metres in length with an elevation difference of 33 metres, covering an area of sqm (including Terminal Stations, ropeway corridor & Parking Area). The elevation of LTP is m & UTP is m above MSL. Type of Project The project being an Aerial Ropeway falls under the item 7 (g) of the EIA notification, 2006 and is a designated Project as per Schedule and falls under category A, as Inter-State Boundary of Rajasthan falls within 5 km and thus, General Conditions Apply. Project Proponent Department of Tourism, GoUP is the organization responsible for the development of tourism destinations, circuits and tourist infrastructure in the state. For the development and implementation of this project, a Special Purpose Vehicle (SPV) will be incorporated under the Companies Act, This SPV will be formed between the Department of Tourism, GoUP and the Successful Bidder selected through the competitive bidding process. The selected bidder will be required to design, build, finance, construct and operate & maintain the project for a specific concession period. UP Tourism has nominated MVDA as the Nodal Agency. Description of Project Site: Mathura is widely known as the birth place of Lord Krishna. Located on the western bank on the River Yamuna, it is regarded as a holy city and religious tourism is its main offering. According to the oldest Indian epic, the Ramayan in which this city is mentioned, the Ishwaku prince Shatrughna had slain a demon called Lavanasura and claimed the land. He then named the lands Madhuvan as it was thickly wooded. Later this city was named Madhupura and eventually came to be known as Mathura. People from all walks of life visit Mathura to pay homage to the most important deity of the region in the many temples spread across the city and to be able to have an experience of an 20

3 ancient, holy city. Several people from far off are reflected in the monuments, museums and galleries in the city The official figures for tourism footfalls in Barsana, which mainly occurs due to the Radha Rani Temple, have been provided by the Department of Tourism of Uttar Pradesh as shown below. These figures were verified through a primary market research carried out at site. The Radha Rani temple at Barsana is located on top of a hill. Currently, the mode of travel from the settlement at the foot of the hill to the temple at the top includes either walking up the steps or on a palanquin, which can be costly and time consuming still. Hence, through the introduction of a competition in terms of transportation facility, 8% of the total footfalls at Barsana have been assumed to avail the ropeway facility instead of the available modes. The base year for footfalls at Barsana have been kept as 2012 after which it has been increased by the factor of 0.75% and capped at 35 lakhs. At the start of the project, the utilisation of ropeway has been assumed at 8.50% of the total footfalls at Barsana. This utilisation will be increased by 1% per annum and will be capped at 16% of the total footfalls in the following years. Hence, the following factors were recorded for aid in the process of selection of a ropeway technology: Seasons of visitation and festivals Traffic recorded and counted Profile of visitors Likely ropeway riders Proposed ropeway capacity Forecast of ropeway riders in years to come Need/Justification of the Project: Uttar Pradesh abounds in places of tourist interest. Places of religious, historical, archaeological and of natural beauty are worth-seeing. It is estimated that nearly 170 million tourists, both domestic and foreign, visited different places of the State in Aimed at promoting religious tourism and providing better transit facilities to pilgrims, Government of Uttar Pradesh (GoUP) has decided to develop first group of ropeways in the state. As an added attraction to the tourists, these Passenger Ropeways would be developed at the following three places through Public Private Partnership mode: Radha Rani Temple (Ladlee ji Temple) in Barsana, Mathura in Braj Region. Ashtabhuja Temple and Kalikhoh Temple in Mirzapur in Vindhyachal Region. Lakshman Pahari in Chitrakoot in Bundelkhand Region. 21

4 In view of the above, Department of Tourism, GoUP appointed the consortium of UDeC Ltd, IDFC Ltd and Innovest Advisory Services Pvt Ltd as consultant for carrying out necessary studies, prepare both a feasibility report and a master plan for these three projects involving establishment of Passenger Ropeways. Location of the Project Alignment The ropeway will be built in one phase with its Upper Terminal Point at the west corner of the Radha Rani temple and the Lower Terminal Point at the forest land on the northern part of the foothills. The alignment will be metres in length with an elevation difference of 33 m. Figure 1: Location of Barsana 22

5 Figure 2: Proposed Ropeway Alignment at Barsana The latitude longitude of the site is given below: Station Latitude Longitude Terminal T1 (LTP) 27 39'6.13"N 77 22'20.39"E Terminal T2 (UTP) 27 38'59.60"N 77 22'21.36"E Figure 2: Proposed Ropeway Alignment at Barsana 23

6 Figure 2: Topographical Map Connectivity: Nearest Railway Station: Nearest Airport : Nearest Highway: Chhata Railway Station Km NE Indira Gandhi International Airport km NNW NH Km NW 24

7 Area Requirement: The area required for the construction of the terminal stations and line towers would be about sqm. The detailed area summary is given below: LOWER STATION As per the Plans Received Station Area sqm Passenger waiting area sqm Ropeway Technical Facilities sqm Minimum Passenger Amenities 70.0 sqm Parking sqm Total LTP Area-A sqm UPPER STATION Station Area sqm Passenger waiting area sqm Ropeway Technical Facilities Minimum Passenger Amenities 70.0 sqm Total UTP Area-B sqm ROPEWAY CORRIDOR Inclined Distance m Width 15 m Total Ropeway Corridor-C sqm Total Area (A+B+C) sqm PROJECT DETAILS Technology of ropeway Length Elevation difference Haulage rope dia Passenger capacity of ropeway Trip time Line speed Total Mono-cable Pulsed Gondola system m 33 m 36 mm 400 PPH during peak hours 50 PPH during normal hours 120 secs m/sec No of cabins in line 4 no. Total no. Of cabins 8 Cabin group Spacing Number of towers 2 no. Power load requirement 415 V DG sets (back-up power) 1 X 125 KVA at LTP main power 1 x 50 KVA at LTP as rescue motor backup UTP: Nil 25

8 Population Details: POPULATION Visitors Staff for Ropeway & Shops 25 Residents for accommodation 25 Restaurant population 100 TOTAL POPULATION PPH*2 hrs= 800 passengers (peak hour) Normal hours 50 x 8 hrs= 400 Total 1200 passengers per day Alignment Options for Ropeway System at Shri Radha Rani Ropeway Barsana is a small but densely developed town spread across east to south of the shallow hill. Now, ropeways are a complicated technology which requires open space to be developed. Keeping these factors in mind, several alignment options were worked out of which the best option was selected. Figure 1: Alignment Options for Ropeway System at Barsana Alignment 1 This alignment starts with its LTP at an open field belonging to the Forest Department next to a Hindu Crematorium at the foothills and goes up to the top with the location of UTP on the western edge of the Radha Rani Temple. 26

9 This alignment traverses over thin forest vegetation and provides for a large parking area at the bottom near the LTP. It also has an independent access road in which the vehicles can turn before entering the township of Barsana, and hence avoid further congestion. Alignment 2 This alignment also traverses over thin forest vegetation while disturbing minimal residential area of the township. However, its LTP is located on the other side of the hill which is not widely used by people to arrive at Barsana. The generation of parking space for sufficient number of vehicles may not be possible at the designated LTP. Execution of a Ropeway project at this location may not be a financially attractive proposal for prospective investors. Alignment 3 This is the most natural alignment to the stairway to the Radha Rani Temple. However, it traverses over a thickly populated area which will pose constraints of land acquisition for generation of LTP as well as locating the towers for the ropeway. Rescue operations would also be difficult in this alignment. Selected Alignment: Considering the pros and cons the three given alignments and the immediate requirement in the region as per the visiting tourists, Alignment No. 1 is considered as most suitable for the following reasons: The alignment is clear of any urban habitat in its corridor The lower terminal provides adequately large space for parking of the vehicles of visitors to the temple The approach to the site offers an alternate access system which will not burden the existing congested areas of Barsana. It is the closest location to the existing stairway to the Radha Rani Temple, thereby maintaining its attractiveness as an alternate mode of travel and ensuring better financial viability of the ropeway project. It is logical to place the LTP in the open parcel of land towards the north-west of the hillock. This will avoid any need restructuring of the constructed buildings and help in preserving the local charm of the city. 27

10 Alignment 1 Figure 4: Selected Alignment for Ropeway Figure 5: Elevation Profile for the Proposed Ropeway 28

11 Proposed Ropeway Layout Section T3/15-8/-8 UPPER TERMINAL T4/ /+10 LOWER TERMINAL T2/15-6/-6 T1/4.88-8/-8 CHAINAGE LS:RL LS:GRADIENT Alignment of the proposed Ropeway System at Barsana 29

12 The proposed project components can be divided into those located at Lower Station and Upper Station. The details are given as under. Lower Terminal Lower Terminal Station (LTP): The lower terminal station shall be a structural shed, which will house all ropeway drive machinery. Under-part of the shed will provide the foundation for ropeway structure. The shed height shall be as per industries norms and the same shall be open from all sides for better visibility. Control Room: It will house the control panel for operation of the ropeway. This shall be located inside the terminal station building. The control room has glass on all sides to provide uninterrupted view to the operator; of the cabins movement and passengers boarding and de-boarding. Workshop: A small workshop will be provided at the lower station to facilitate the ropeway crew to undertake repairs and other associated work of the ropeway parts. The workshop is normally provided next to spare parts room and can be located inside or outside the terminal station. Spares Stock Room: Ropeways use special parts and some parts are specific to the plant. The plant therefore houses sufficient quantity of such spares and other off-theshelf spares as inventory to undertake any repair. These spares are stored in a fully closed room. The spare parts room is normally located next to Work shop. Guard Room: The plant has to be protected against any theft or mischief during the silent hour and patrolling guards shall be deployed for the same. Guards are also needed for crowd control during operational time. A guard room is therefore provided in the station area. Ticket Booth: Ticketing booth is located adjacent to station perimeter near the entrance gate. As the name suggest, it is used to dispense manual/computerised ticket of the ropeway to visitors. It is normally built solid with small window for transaction and inside lockable door, as the space has fair amount of cash money. Drinking Water Fountains: Drinking water fountains shall be scattered all over the station area. The water is fed from overhead tank or pressurised feed line, which is processed by either individual or central Reverse Osmosis (RO) plant. The water is cooled in the electrically operated coolers during summer time for passenger comfort. If the municipality water supply is not available in the area, the ropeway company should be allowed to make a bore well in the station premises. Toilet Block: Clean toilets are a national requirement and ropeway station is capable of proving the same. The proposed toilet block for male and female passengers should be established in the station block. The male block should have 3 urinals and two 30

13 latrines; whereas the female block should have 4 Indian latrines with auto flush facility. The common area should have a combined wash space with three wash basins in each block. The entire toilet and wash block for men and women should be provided clad with ceramic tiles to maintain spotless cleanliness. The block should also have good ventilation system to keep bad odour away. The discharge of these blocks can go to an underground bacterial septic tank and its processed outlet water may be used for watering the garden plants. Landscaping: The ropeway company should undertake minor landscaping of area surrounding the station building to add to the greenery as well beauty of the place. Parking Space: The ropeway company should undertake development of full or part construction of parking space with concrete-tiled finish, which should be sufficient for over 500 standard cars. It should be paid parking and the area should be properly marked for systematic movement of the vehicles. Staff Welfare, Dining and Rest Room: The ropeway company should provide a small but well-appointed room as staff entertainment, welfare and dining facility. It is quite possible that during the tourist season, the ropeway may need to operate for 18 hours daily. This will lead to requirement of a place for staff to relax while on duty or take breaks between their shifts, so as to be able to maintain their utmost performance. Transformer Room: Since the lower station will house all the power machinery, the ropeway company can install combination of GODO pole with transformer or can house the transformer with gang switches in designated transformer room. First Aid Room: The lower station shall have one small but equipped first aid room for passengers and the staff, in case of any eventuality. Diesel Generator Room/Shed: A room housing for the diesel generator would be provided with a tall stack to conform to the Pollution Control Board norms. Or else, the generator may be an outdoor type with an acoustic housing. Upper Terminal Upper Terminal Station (UTP): Upper Terminal Station will be minimal structural shed and shall house the necessary tension device and just enough place to accommodate the boarding and de-boarding platform. The entire station will be enclosed in chain link fencing for safety, security and passenger management. The equipment foundation shall be the floor area of the station. No miscellaneous facilities are envisaged due to the proximity of the temple. Ticket Booth: A small ticket booth shall be provided, which will serve the dual purpose of return ticket check as well fresh issue of one-way return ticket to those passenger, who wish to avail ropeway ride only for their return trip. 31

14 Guard Room: A Guard room shall be provided for security of the plant during nonworking hours and silent hours. Drinking Water Fountains: As part of essential passenger amenities, drinking water fountains and water coolers will be provided at Upper Station for passengers. Toilet block shall not be provided as the temple is located in proximity. Rescue Gear Storage Lockers: Upper station traditionally houses the rescue gear for rescuing the passengers from the stranded cabins in event of any eventuality. The rescuers move with the gravity from top to bottom and therefore the rescue gear, including the rescue chair is stored at upper station in two large lockers. These lockers are part of upper station shed and no extra space is needed. Proposed Ropeway System Technology From the analysis of the terrain on rising hill contour between stations and also the design system capacities being recommended, i.e. 400 Persons Per Hour (PPH), the following considerations have been made: A. Fixed Grip Gondola system is ruled out because of the following reasons: i. Boarding/de-boarding needs to be carried out when the system is on. This would ii. lead to serious problems, particularly in the case of elderly persons and children. Being fixed grip system, the ropeway will run at low speeds. Hence, considering the length of the ropeway and the recommended capacity, large number of cabins would need to be installed. B. Detachable Grip Gondola system is not recommended as the ropeway alignment and the capacity does not ideally warrant for such a system. C. Jig Back system is ruled out because of the following reasons: i. Capacity of the cabin will be high (about 25 passengers) for such a system ii. considering the length of the ropeway. Even with the high speed and high cabin capacity the ropeway capacity could be met, but it might require a bi-cable ropeway and would be expensive. D. Mono-cable Pulsated System is felt in order because of the following reasons: i. It will be a fixed grip mono cable system. ii. iii. iv. Cost will be low as compared to mono cable detachable system. Boarding/de-boarding from the system can be done at dead stop condition. Length & capacity is ideal for Pulsed Gondola system. v. Cabin / Gondola capacity of 4/6 passengers would serve the purpose. vi. Introduction of Independent rescue system would allow a Mono-cable ropeway system to be introduced in this alignment. It would be a less expensive system. 32

15 Based on the above, it is therefore recommended the use of the following ropeway system: Name of the Alignment Passenger Ropeway System between Horticulture Bagh to Radha Rani Temple at Barsana, Uttar Pradesh, India Ropeway System Mono-cable Pulsed Gondola system vii. The flexibility will however be allowed for the promoter of the ropeway to used fixed grip slow speed circulating system as well. System Description: Monocable Fixed Grip Pulsated Gondola System In a Mono-cable system, only one rope termed as hauling rope is responsible for supporting the weight of cabins along with passengers as well hauling the cabins. In this system, one cabin or a group of cabins on either side of the line are attached to the hauling rope and the cabins do not get detached from the rope at terminal stations. Functioning of the system is as follows: While one group of cabins starts moving from one terminal station to other terminal station, the other group of cabins simultaneously starts from opposite terminal station. Once they reach the opposite terminal stations, cabins stop and boarding & de-boarding of passengers take place. The System proposed has 4 groups of cabins. In each group there are 2 numbers cabin and Boarding & de-boarding will be at the Drive Station only no boarding & de-boarding at the end point, cabins will be go around the return sheave and return back to Drive Station. In the Starting Mode first group is stationed in the Drive station and another in the end point (Return Station). Once the ropeway starts operation, the cabins of both stations moving at a constant speed in opposite direction and cabins will reach to the opposite terminal. The boarding & de-boarding of cabins takes place and the process is repeated again and again. TECHNICAL DATA Technical Specifications S. No. Item Parameters 1. System Mono-cable Pulsed Gondola system 2. Direction of operation Clockwise 3. Design Capacity, Persons Per Hour (PPH) 400 PPH during peak hours 50 PPH during normal hours 4. Line speed, m/sec Horizontal distance (m) Vertical rise (m) 33 33

16 Technical Specifications S. No. Item Parameters 7. Inclined length, m Cabin capacity, seater 4 9. Alignment Straight 10. Line gauge, m 4.4 or more 11. Cabin Group spacing, m No of cabins in line No of cabins in stations Total no. of cabins Type of cabin Fully enclosed cabin with lockable door, fabricated from Aluminium and Magnesium Alloy Section and sheeting duly painted 16. Travel time one way, sec Rope 36mm, 6x19 Langs Lay, PP Core, 1770 Grade 18. Location of Tension system Lower station 19. Type of Tension System Hydraulic 20. Value of Tension 19.0 tons 21. Location of Drive gears Lower station 22. Main drive motor, HP Engine drive for emergency, HP 20, Automotive engine with integral clutch 24. Line Rescue System Vertical by ladder, safety belt and Independent arrangement 25. Stand by D.G. Lower station, KVA 26. Stand by D.G. Upper station for station lighting, KVA 27. Power supply at Lower and Upper Station 1 X 125 KVA at LTP main power 1 x 50 KVA at LTP as rescue motor backup Nil 415V, 50 Cycles, 3 Phase by SEB 28. Ambient temp 0 C min and 47 C max 29. Relevant standard IS 5228 ROPEWAY EQUIPMENT 1. System : Mono-cable Fixed grip 34

17 2. Haulage Rope : 36 mm Dia, 6x19 Langs Lay, PP Core, 1770 Grade 3. Intermediate trestle complete cathead and ladder of steel construction including station front Hold down/ Pressure frame towers 4. Rope supporting trestle mounts comprising of sheaves, their support beams and pedestals 5. Drive Station complete with required mechanical equipment and support structures of steelwork construction 6. Return Station complete with required mechanical equipment and support structures of steel work construction 7. Ropeway Drive Equipment comprising of Drive Sheave, Speed Reduction Units, Electric Motor, diesel engine drive for emergency, Braking Device etc 8. Hauling rope Tensioning equipment comprising of Return Sheave, Tension Gear, Trolley, Counter Weight and Tension Rope etc : Approx. 2 Nos. (as required after final design shall be provided) : 2 sets per trestle. : 1 Set : 1 Set : 1 Set : 1 Set 9. Ropeway cabin complete with Grip and Hanger : 6 nos. 10. Wind speed monitor : 1 No. 11. Communication System : 2 sets 12. Passenger Rescue System : 2 set 13. Fire Extinguishers Dry Powder at Stations : 8 Nos. 35

18 ENVIRONMENT MANAGEMENT PLAN Land Environment: Construction phase: The proposed ropeway shall be developed from LTP at the forest land on the northern part of the foothills to UTP at the west corner of the Radha Rani Temple. There will be continuous ropeway line from LTP to UTP. About 9000 sq. m (0.90 ha) of area of forest land will be required. This activity will be carried out as per the guidelines of the Forest (Conservation) Act, The permission for the same has already been applied and it is awaited. The diversion of forest land will be required for construction of terminal stations, and line towers along the corridor. Felling of trees is required only for construction of pillars and for the same 25 number of trees shall be felled. However, compensatory afforestation shall be done in the ratio of 1:10. Permission for the same has been obtained. Operation Phase: Although no major impact on land is envisaged during the operation phase, proper collection shall be taken care for no disposal of solid or hazardous waste & wastewater on land. Air Environment Construction phase: During the construction activities for the proposed terminal stations there will be fugitive emission such as particulate emission etc. on small scale. Water sprinkling shall be done to mitigate the impacts of dust generation. The particulate emissions will be minimal and short term in nature. For the construction of line towers, the generation of the dust will be low as compared to the construction of terminal stations. Moreover, the dust generated during the construction phase will be considerably reduced due to localized meteorological conditions. Operation Phase: The operation of the proposed ropeway will not involve major air emissions. Ropeway operation is an environment friendly non-polluting transport system. 36

19 DG set of 1 x 125 KVA for main power and 1x50 KVA for rescue motor backup are proposed located at LTP. No DG sets are proposed at UTP. These D.G. Sets will be provided with proper stack height as per the CPCB norms. As per the specifications from D.G. Set manufacturer, the emissions rates that shall be maintained are given in Table below: D. G. Set. Capacity No. PM gm/kw-hr NOx gm/kw-hr SO2 gm/kw-hr CO gm/kw-hr 50 KVA KVA The impact of pollutants such as SO2, NOx and CO mainly released from D.G sets and their concentration & impact will be very negligible and of short term duration. The system will be operated mainly on electricity provided by Grid. DG sets will be used as a stand-by only at the time of power failure. Noise Environment Construction Phase: The noise emission sources during construction phase will include construction machineries/ equipment to be employed at site. The management measures for noise & vibration control are as follows: Standard methods and machinery shall be used. Job rotation and provision of earmuffs to the workers in high noise areas. Vehicles used in transportation of construction material will be kept fully covered & will be PUC certified. DG set shall be installed with adequate stack height to avoid concentration of emissions on ground and shall be bought acoustically enclosed. Operation Phase: DG set of 1 x 125 KVA for main power and 1x50 KVA for rescue motor backup are proposed located at LTP. No DG sets are proposed at UTP. Acoustically enclosed DG Sets will be bought and installed at LTP. The noise & vibration management measures are discussed below: Noise free and less air pollution emitting, acoustically enclosed DG Sets, approved by the CPCB will be bought and installed. The system will be operated mainly on electricity provided by Grid. DG sets will be used as a stand-by only at the time of power failure. DG sets shall be installed on proper vibration pads to avoid vibration impacts. 37

20 The noise pollution due to operation of DG set can be controlled by installation of silent cowling to a value of 65 db (A). The normal ropeway operations are always lower than 50 db (A) of noise level. Proper maintenance of the ropeway during the operational phase will be done to ensure low or no noise and environmental impacts. Water Environment Construction Phase: Approx. 50 Local labors will be preferably employed. During construction Phase, water will mainly be required for ropeway development, dust suppression & human consumption. It is estimated that around 5 KLD of water shall be required. The waste water generated shall be disposed off in septic tank via soak pit. Operation Phase: The total water requirement has been estimated as 28 KLD as per detailed below and the source will be municipal supply. Water shall be used mainly for accommodation purposes for residents, flushing, drinking, hand washing & horticulture purposes. Total quantity of waste water generation has been estimated to be 16 KLD. The generation of total waste water shall be disposed in 2 number of soak pits via septic tank. Water Management S. No. Population Factor (lpcd) Water Requirement (in KLD) Waste water (in KLD) Total water Domestic Flushing requirement 1. Visitors (1KLD for hand washing and 1 KLD for drinking purposes) 2. Staff Residents in Accommodation facility 4. Restaurant & café population

21 Sub Total 18 KLD (Domestic: 6.3 KLD, Flushing: 11.7 KLD) 3. Gardening 10 KLD NIL Domestic: 4 Flushing: 11.7 KLD Total waste water generated= 16 KLD Total KLD 16 KLD WATER BALANCE 39

22 Storm Water Management Maximum collection of rain water shall be done and the stored water shall be reused wherever possible. Proper channelization for the collection of the same shall be done. Garland drains are proposed around the pillars/towers to ensure the proper drainage of the storm water and to prevent disturbance to the drainage pattern of the area. Solid Waste Management During Construction Phase: Wastes which are likely to be generated during the construction of towers and terminals include the following: Construction and Demolition Waste: Construction and demolition material may contain a mixture of inert and non-inert material. Construction and demolition materials arising from the construction may include waste timber formwork, spent concrete and cement screening, and material and equipment wrappings. Excavated materials: Since the sites for terminal stations and line towers comprise over overburden material extending up to 5-8 m in depth, the foundations will have to be taken up to the bedrock to impart stability and will involve excavation works. However, the excavated overburden will be used for filling and will be compacted. Chemical Wastes: Plant and vehicle servicing will likely be the primary source of chemical wastes during the construction period. The majority of chemical waste produced is therefore expected to consist of waste oils and solvents. However, volumes are expected to be less than approximately 20 litres a month. Municipal Waste: Workers engaged during construction phase will generate municipal wastes such as food wastes, packaging and wastepaper. The waste from labour tents would be mainly household domestic waste. Operation Phase: During operation phase, solid waste will be generated by ropeway users, employee, etc. The estimates of the solid waste generated from the proposed project have been shown in table below: 40

23 Type of Waste Colour of Bin Category Disposal Method Total Waste (kg/day) Organic Waste Green Biodegradable The waste will be treated in Organic Waste Convertor and converted into compost Recyclable Waste Blue Recyclable Collected and given to approved recycler Total Waste kg/ day The above table indicates that the total 210 Kg/day of waste will be generated due to the proposed development. The waste oil generated from D.G sets will be sent to authorize hazardous waste disposal authority. Technology of Organic Waste Convertor Salient Features Quick waste disposal solution Easy to operate, fast, takes very less space and makes waste odour free. APT for Household, Industrial canteen, Restaurants, Temples, Markets, Large housing complex Organic Waste Converter uses bio-culture to decompose waste into black manure It helps maintain hygiene and create cleaner, greener and healthier environment. Process Description for Organic Waste Converter Machine System The segregated organic waste is bio-mechanically treated in the Organic Waste Converter Machine. Waste is homogenizing with bio-culture and organic media. The coarse wastes are shredded prior to feeding into OWC machine. Leachate is also controlled during homogenization process. The output from Machine is raw compost which is uniform in colour and soil structured coarse powder, and also free of bad odour. The Organic Waste Converter operates in batch cycle of about minutes. The waste treated in Converter machine accelerates the composting cycle. 41

24 The raw compost is placed into compost curing system & moisture is controlled by using fogging system. The raw compost is bio-converted matured compost, in about days of curing period. The matured compost can be utilized for gardening etc. Process flow chart ORGANIC WASTE WASTE TREATMENT 15 MIN RAW COMPOST COMPOST CURING SYSTEM COMPOST (IN 2 WEEKS) KITCHEN GARDEN/LANDSCAPING APPLICATION OF COMPOST Ecological Environment The alignment partially falls within a Forest land for development of terminal stations & line towers. About 9000 sq m (0.90 ha) of area of forest land will be required. This activity will be carried out as per the guidelines of the Forest (Conservation) Act, The permission for the same has already been applied and it is awaited. Felling of trees is required only for construction of pillars and for the same 25 number of trees shall be felled. However, compensatory afforestation shall be done in the ratio of 1:10. Permission for the same has been obtained. Socio Economic Scenario There will be no displacement or immigration of the human population due to the proposed project. Elderly, children and disabled people, who have to climb the arduous steps, will be able to take safe and convenient travel to the holy place. Provide direct and indirect 42

25 employment opportunities to the local people. Enhance visitor experience and boost tourism in the region. The impacts expected due to the proposed project during construction and operation phase are detailed out below: Positive Impacts Job opportunity: Construction phase will generate jobs that relate to unskilled, semi skilled as well as skilled labour category. Employment may be provided to suitable locals considering their skill set. The ropeway construction requires high skill set and labour from outside may be required. However, for construction of buildings, accommodation facilities, local labour will be given preference. Additional Services: There will be an additional demand for the related services that will provide alternative income generation avenues to the locals. Negative Impacts Population Influx: Although the Radha Rani temple is already a known tourism destination, its development would create an additional influx of tourists in to the region. This will force an additional pressure on the local infrastructure and space but are hoped to be taken care of by augmenting such infrastructure with the development of the project. Negligible Impacts Demography: During construction phase, limited number of work force from outside the surrounding areas may come. However, that will be temporary in nature and therefore it will cause only a temporary change in the local demography. Culture and Heritage: The ropeway project is conceived keeping in mind the convenience of pilgrims visiting Radha Rani temple. The proposed project aims at boosting the religious tourism in the area and thus, no significant impact is expected on the culture and heritage of the area. Displacement: The proposed project does not involve any resettlement/rehabilitation issues. 43

26 SAFETY AND RESCUE PLAN Maintenance Schedule: Detailed operation and maintenance instruction manuals covering all aspects of maintenance of the Ropeway System would form an integral part of system documentation. The essential aspects of maintenance are, however, briefly listed below: cabins, hangers and grips etc shall be done. Periodic lubrication at the Stations shall be done. Routine lubrication at the Stations. Regular cleaning at stations to ensure a clean and dust-free atmosphere. Periodic Inspection, checking and replacement of hauling rope especially the spliced zones. Inspection, checking, lubrication and replacement if and when required of line components such as line sheaves. Tightening of all station tower bolts periodically. Checking of prime mover such as motors, gearbox, couplings etc. Regular checking of service and emergency brakes. Regular checking of DG set and Diesel Engine. Mock trial of rescue system at periodic intervals. Adequate maintenance spares will be stocked for smooth operation. Special tools & tackles will have kept in the workshop. Safety Plan The proposed ropeway is short and maximum degree of elevation is less than 30 degrees. Safe profiling of the system will result in cabins at less than 20 meters from the ground profile. The ropeway technology is fixed grip and hence the issue of grip slipping does not arise. The grips of the ropeway shall be shifted once in three months to a new location to allow the rope to breathe and revert into its original condition. The health and condition monitoring of the rope and Ultra Testing of all load bearing components will be carried out annually. The drive and return terminal rotating components will undergo vibration testing and recording for generation of failure trend. The ropeway, therefore, is unlikely to meet with any incident or accident, if maintained properly as per the manufacturer recommendation. Some of short term failure and their mitigation are as enumerated below: Power Failure: In the event of main electrical power failure and cabins with passenger on rope line, the ropeway will restore motion by starting and taking on load the full capacity Diesel Generator. The ropeway can and will continue commercial operation on Diesel Generator. 44

27 Main Gear Box Failure: In the event of main gear box failure or allied power transmission system, the emergency drive (Diesel engine or Hydraulic Motor or Electrical Motor) can be coupled with main girth gear which is hard coupled to main drive sheave. These prime movers are aimed at operating the ropeway at speeds less than 1m/s and bring back the stranded passengers in the cabin back to nearest terminal station. These auxiliary drives are not intended for continuation of commercial operation. Before making it for public use the ropeway project shall be thoroughly inspected to ensure the ropeway project is safe for public use. After getting clearance certificate, the commercial operation of the ropeway would be able to commence. Safety Measures Strict adherence of ropeway manufacturers maintenance routine shall be complied with. The routine undertaken shall be recorded in maintenance register with description of routine and the person undertaking routine shall be indicated clearly. The ropeway shall logically undertake two shut down routines during lean season. One shut down for about 3-5 days will be taken as Half Yearly Shut Down days of shut down will be taken once in year as Annual Maintenance Shut Down. The shutdown schedule shall be intimated to district administration as well displayed at prominent location of ropeway premises for the visitors. The ropeway operator will undertake rope testing through magnetograph to ascertain thickness of the rope and broken wires. IS standard being to be followed in determining residual life of rope and decision to replace the rope. The rope shall be immediately changed and no commercial operation shall be permitted, if the strands have collapsed and touching each other; also known as dead rope. All load bearing pins and shaft and critical components as grips and hangers shall be tested using Ultra Testing and record of such testing should be retained. All rotary components and bearing housing shall be tested for vibration analysis. On the basis of signature forecast, preventive replacement and maintenance shall be undertaken. The Gondolas shall be provided with door lock, which cannot be opened by the passengers All elements of the ropeway shall be mounted onto a steel structure which is anchored on concrete foundations. Emergency push buttons should be provided at all stations to stop the ropeway, if required. Rescue Arrangement: The Ropeway system would be provided with a rescue arrangement to enable the passengers being evacuated in case of an extreme emergency where cabins are stranded on line. 45

28 1. Ladder Rescue shall be adopted for cabins which are stranded close to the ground. An attendant stabilizes the ladder from below while another attendant goes up to open the door and help the passengers to come down. 2. Vertical Rescue System shall be provided involving small winch and the carrier unit which will enable a rescuer to reach the stranded cabins and lower the passengers to the ground. 3. The Emergency Drive with diesel engine enables the passengers to be evacuated in the event of the power failure. PROJECT SCHEDULE & COST ESTIMATES The estimated project cost is of Rs crores The scheduled completion date shall occur after 2 years from the appointed date. On or before the scheduled Completion date, the concessionaire shall have completed the construction of the entire project. COST ON EMP CAPITAL EXPENDITURE Sl No Description Capital Cost (Rs. In Lacs) Recurring Cost (Rs. in Lacs/ Year) 1 Landscaping Septic Tank D.G. set Stack & Enclosure Solid Waste Management/ OWC Environmental Monitoring Total Rs Lacs Rs. 6.0 Lacs/yr PROJECT BENEFITS I. Aerial Ropeway is fast emerging technology of providing not only tourist experience but an urban transportation means especially for hilly and tough terrains. It is totally environment friendly with least generation of any type of pollutants. The land requirement is minimal as the transportation happens aerially. 46

29 II. III. IV. Safety & Comfort: Ropeways provide more safe and comfortable journey. Elderly, children and disabled persons which may not be able to take-up the arduous trek, would be able to take up the journey to Shri Radha Rani Temple. Traffic Regulation: The ropeway would help in regulating traffic to Shri Radha Rani Temple as only a specified number of tourists can board and de-board the system at a pre-defined interval of time. This would help in restricting and regulating carrying capacity of the place. Socio-Economic benefits: The increase in tourism of the area would subsequently increase the ancillary businesses, thereby increasing the local economy of the area and of the Mathura District. V. Local Employment: The project would require local people, who are accustomed of living under the existing conditions, for skilled / unskilled activities in course of construction and operations of the project. The project will provide direct and indirect employment opportunities to the local people & hence improving their status of living. VI. Infrastructure development or facilities like toilets, drinking water, sewage treatment, solid waste management, medical facilities, etc. will be helpful in maintaining the beauty as well as ecology of such alluring place. And, the medical facilities will help the casualties caused to be addressed on time & in proper way. 47

30 Enclosure 1: Certification of Incorporation 48

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32 Enclosure 2: Permission of Felling of Trees 49

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37 Enclosure 3: L Section Model 50

38 T3/ /+6 UPPER TERMINAL LOWER TERMINAL T1/3.69-6/-6 T2/ /+4 CHAINAGE LS:RL LS:GRADIENT Horinontal Distance Mtr. Elevetion Difference Mtr. Inclined Distance Mtr. Lower Terminal Area Sq.Mtr. Upper Terminal Area Sq.Mtr. Ropeway corridor Sq.Mtr. Width Mtr.

39 Enclosure 4: Layout 51

40 B O U N D A R Y W A L L B O U N D A R Y W A L L B O U N D A R Y W A L L B U I L D I N G GRAVEYARD SMADI KHASARA NO LOWER STATION Sq.mt. STATION AREA Sq.mt. PASSANGER WAITING AREA Sq.mt ROPEWAY TECHNICAL FACILITIES Sq.mt Sq.mt. KHASARA NO F O O T T R A C K F O O T T R A C K BM1 BM2 RADHA RANI T E M P L E MINIMUM PASSANGER AMENITIES PARKING UPPER STATION STATION AREA PASSANGER WAITING AREA ROPEWAY RESCUE FACILITIES MINIMUM PASSANGER AMENITIES 70.0 Sq.mt Sq.mt Sq.mt Sq.mt Sq.mt Sq.mt Sq.mt Horinontal Distance Mtr. Elevetion Difference Mtr. Inclined Distance Mtr. Lower Terminal Area Sq.Mtr. Upper Terminal Area Sq.Mtr. Ropeway corridor Sq.Mtr. Width Mtr.

41 Enclosure 5: Bidding Agreement 52

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49 Enclosure 6: Letter of Award 53

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